close

Вход

Забыли?

вход по аккаунту

?

Патент USA US2108970

код для вставки
Feb. 22, 1938.
a G. MCKINNEY
_
2,103,970
SYSTEM OF SPEED REGULATION
Filed‘April 20, 19:54
2 Sheets-Sheet 1
/O
2-
A
'
' @n
I
7
Edward G". M’ l'pgeq'
'
5
Q
‘73 $545.
"
W4
Feb. 22, 1938.
_
E. G. McKlNNEY
‘
2,108,970
SYSTEM OF SPEED REGULATION
v Filed April 20, 1934
.
2 Sheets-Sheet 2
_
K
~/ 924
Y -
. K
warm-M”
@6»
2
2, 108,970
Referring now to the drawings and particularly to fabricate the bell crank lever 25 of spring steel
to Figs. 1, 2 and 3, the reference character I and so proportion the parts that braking engage
designates an accelerator pedal, preferably of the ment between ‘shoe .23 and column I4 is had prior
full length type to reduce foot and leg fatigue, to
the full tilting movement of foot pedal I, with
the pedal being mounted to extend along the in
the bell crank ?exing to allow continued tilting
clined foot board 2 of a vehicle body. The pedal vmovement of the pedal I until the latter. engages
may be suitably arranged ,to'move on a transverse stop21’, the additional rotation
being provided
axis whereby the relatively forward part thereof for a purpose to be described.
. ,
k
may be depressed as'is conventional, such mount
10 ing comprising a pivot pin 3 extending through a
post or support 4 secured to the floor board 2 and
a rib 5 extending from the under face of the‘
pedal. The aforesaid parts are held in suitable
relation as by av nut Ii secured to one end of the
15 pin 3. The pedal I is also tiltable on a longitudi
Foot pedal I further carries a clutch operating
rod 30, the rod- being pivoted to the pedal as at 10
3| and extending axially through the tube I3 and
column- I4 and generally parallel to the rod I8 -
previously described. As pedal I is tilted about
the axis of pivot pins 1 and I2, it will be seen that
axial movement is transmitted to clutch rod 33,
the additional rotation permitted pedal I sub
sequent to braking action by the flexibility of '
crank 25 serving to cause an appreciable axial
movement thereof relative to rod I3.
By reference to Figs. 1, 2 and 5, a clutch hous 20
nal axis by suitably hinging the rib .5 to the pedal
I by the provision of a longitudinally extending
pivot pin ‘I which extends through the upper por
tion of the rib and through webs 3 or the like
20 ?xed to the pedal I. A suitable pivot spring 9
may be provided to maintain the pedal I in nor
ing generally designated at 32 is rigidly’ secured
to rod I8, the housing being suitably enlarged in.
mal level position except when positively held
tilted. The pedal I is also preferably provided
with a raised edge or ?ange III to prevent thefoot
the direction away from rod I8 and recessed as at
33 to provide a seat for a U-shaped clamping ring
axis of pivot pin 1. The forward portion of pedal
I is also hingedly related, as by a universal joint
I2'which is coaxial with pivot pin 1, to a tube I3
extending downwardly within a tubular column
34 of spring steel. A rod 35 extends axially 25.
through housing 32 and in parallel relation to
rodsv I3 and 30. The normal action of clamping
ring 34 is to bind against the rod 35, which latter
is slidably mounted in a‘?xed bearing support 33
25 from slipping oil the pedal as it is tilted about the
30 I4 (Fig. 3), the saidcolumn being rigidly fixed
adjacent one end and- has its other end connected 30
to a bell crank 31. The bell crank 31 is suitably
to the ?oor board 2 by suitable means not shown.
The tube I3 is’ provided with an upstanding lug
I5 against which the pedal I is urged by-a pivot
spring or equivalent means I6 which augments
35 the action of spring 9 to maintain the pedal I in
normally horizontal or level position.
articulated to push rod 33 which is connected to
the. throttle valve V generally located in the in
take line to the engine E.
The tube I3 is slidably related within the tubu
point 22 on the engine block, for example. From
the foregoing description, it will be obvious that
as downward foot pressure is exerted on pedal I,
the pedal is depressed about the axis of pivot pin
pressure on pedal I II causes the parts to return to
3 and downward motion of its forward end is
their normal raised or idling position due to‘ac 45
transmitted through tube I3 to rod I3, against
the urge of spring 2I. Conversely, as foot pres
tion'of spring 2|.
_ sure is relieved, spring 2I will urge rod I3, tube I3,
50 and foot pedal I into its normal raised or idling
"
According to the present invention, I make pre
vision for locking the foot pedal I and parts mov
. able therewith in any position of depression, such
means being operable upon tilting of the foot
pedal I in an‘anti-clockwlse direction about pivot
-
St to rod I8 connected through the medium of
tube E3 to foot pedal I. Depression of the foot
pedal depresses rod I8 and clutch housing 32 car
ried thereby, and also the rod 35 clutched to rod
I3. Consequently, the bell crank 31 is actuated 40
about its point of support to actuate push rod 33
to open the throttle valve and admit an increased
fuel supply to the engine. Release of the foot
lar column I4 and has ?xed to its lower portion
by suitable means a rod I3 which extends gener
40 ally downwardly and may terminate in an o?set
20 which is connected by spring 2! to a fixed
position.
I
Assuming normal pedal regulation, rod 35 is 35
clutched through the medium of clamping spring
.
.
‘
-
To effect de-clutching of rod 35 from rod I8,
foot pedal I is tilted‘as previously described, such
action imparting axial movement to the clutch
rod 30 relatively of rod I3. This relative axial 60
movement is utilized in de-clutching rods I3 and
35 in the following manner. A cam 40 has its
stem portion trunnioned for rotation inrod I3,
the cam portion extending intermediate said rods
and‘ being disposed between the legs of the U 55
shapedv clamping ring 34. The ‘stem portion of
pins ‘I and I 2. One form of such locking means
is illustrated and will now be described. Leitwise
ofthe pivot I 2, foot pedal I carries a link 24 which the cam 43 has rigidly secured thereto a link 42,
60 is pivotally connected to the pedal as at 24a, the > the link extending to the clutch rod 30 and being '
link at its other'end' being articulated to a bell ?exibly connectedv thereto as by pin 43. As clutch 60
crank lever 25 fulcrumed as at 23' in the tube I3. rod 3011s moved axially relative to rod I3, link
The other end of the bell crank 25 carries a brake 42 is actuated in a rotary direction about the
shoe 23 which extends through a longitudinal slot relatively fixed axis of cam 43 and causes rotary
movement of the cam whose design is such that
65 21 provided in the tube I3, whereby the braking
its‘
high points engage the ends or legs of- clamp 65
surface of the shoe may engage against the inner
surface of the tubular‘column I4. The'tube I3 ing ring 34 to spread the same. The spreading
carries at its upper end portion a stop lug 21' action releases the binding pressure of thering
which functions to limit the tilting movement of.
70 the pedal I. Thus link 24 and bell crank 25, upon
tilting of the foot pedal _I, forces the brake shoe
26 into braking engagement with tube I4, it being
understood that such braking action can bej,ob
tained during any position of depression of foot
75 pedal I and tube I3 movable therewith. I propose
34 on rod 35 and e?ects a disconnection, between" ,
rod I3 and rod 35. Thus as pedal I is tilted in an
anti-clockwise direction, locking of the pedal I
in any depressed position as determined by the 70
operator is eil'ected and, simultaneously, discon
ne?tign between the foo pedal I and-push‘rod 38
is
a
.
.
5
>
- ,
l 1'
Considering now the means for automatically 75
3
2,108,970 .
elements 80, 8| which are of irregular cross-sec
regulating the speed of the vehicle upon locking
of pedal In in a depressed position and simulta- , tion, preferably square, whereby they may trans
mit such rotation. The telescoping element 80
neous disconnection of\the manual control, ref
erence is made to Figs. 1, 6, 'I and 8. Reference V is universally jointed at its end, as at 82, with a
stem t3 extending through and journaled in rod
character 50 indicates generally a governor of
the fly-ball type hereinafter termed the main Ill. The stem 83 has fixed thereto a pin 84
governor, which comprises the fly-balls 5i linked which extends to and is ?exibly connected to the
axially movable rod 30. As pedal l is tilted, rod
as by links 52 to a ring 53~fast on shaft 5!, which
_may be a stub shaft driven from the drive shaft 30 moves lengthwise relative to rod i8 and causes
pin 85 to rotate the stem 83 on its axis, which ro 10
10 of the vehicle which is suitably driven from the
tation is transmitted to telescoping elements 80,‘
crank shaft of the engine to be regulated. Com
panion links 55 extend between the balls SI and Bi. The element BI is universally jointed as at
84a to a cam rod 85 which carries at its end a
cam surface 85, the cam rod being rotatable by
a slip ring 56 dove tailed or morticed to the non
'rotatable guide ring 51 which is arranged about
an axially movable tube 58 on stub shaft 54, which
tube will me more fully described hereinafter.
The guide ring 51 has fixed to one side thereof a
rotation of the telescoping rods 80, 8!. The cam
end 86 extends between the ends of a clamp 81,
spring retaining ring Bid for a loading spring Bi
disposed about the tube 58, the other end of the
sponsive to ?y-ball action of governor ‘Ill. The
preferably U-shaped and of spring steel, which
is disposed about the tube 58 which latter. is re- -
20 spring being retained by a ring or ?ange 62 at
one end of tube 58. Guide ring 51 has ?xed to
its other side a yoke ring 63, to which is pinned,
as by pins 64, a yoke 85 formed at the end of a
rod 66, the other end of which is connected to an
25 arm of a bell crank 61 (Fig. 1)., The said bell
crank is mounted from a ?xed support 68 and has
its other arm articulated to the push rod 38 here
tofore described.
,
From the foregoing description and under the
30 assumption that retaining ring or ?ange at end
of tube 58 remains in a-?xed position, it will be
apparent that fly-ball action of the main gover
nor, upon rotation of the shaft 54 driven from the
main shaft of the vehicle, is transmitted to yoke
ring 63 and in turn, by linkage 86, 5‘! and 38 is
transmitted to the throttlevalve in the fuel sup
ply line to the engine.
Considering now the means for controlling the
action of the main governor 50, I provide an aux
40 iliary governor or speed setting governor gen
erally indicated at m whose function mm to load
the main governor during normal pedal actua
tion whereby the main governor setting corre
sponds to the speed at which the vehicle is trav
45 eling, and which also functions to set the main
governor to the speed at which the vehicle is
running at the instant of change-over from man
ual to automatic regulation. Said auxiliary gov
'
'clamp 8i is so arranged that it effects no clutch— 20
ing or looking action on tube 58 during normal
pedal actuation. That is to say, the cam end
85 normally acts to spread the ends of the clamp
81 whereby tube 58 may move freely therethrough.
At the instant of‘ change—over from manual to 26
governor regulation, however, cam rod 85 is
turned on its axis in accordance with the fore
going and the ends of the clamp 8‘! spring towards
each other to clamp against the periphery of the
tube 58 and lock the same against movement in 30'
response to actuation of governor 10.
Such ac- .
tion in turn sets the compression of spring GI,
and the main governor 50 is consequently set to
the rate of speed obtaining at the instant of
change-over, If the vehicle speed falls below that
to which" the governor 50 -is set, the action of
spring 6| tends to open the throttle valve to the
engine to admit an increased fuel supply. On the
other hand, if the speed increases above that to
which the governor is set, the action of the fly 40
balls 5| acts against the urge of spring 6| to
reduce the fuel supply.
‘
It will be understood that the position of clamp
or clutch 8? is fixed and, conveniently, may be
arranged in a suitable recess in a fixed part such
as an arm at which extends from a housing 9| in
which the governors 59, ‘F0 are enclosed whereby
to prevent admission of dirt or dust thereto.
ernor, ‘it has fly-balls ‘H substantially identical ' The stub shaft may be journaled in suitable bear
to the balls 5i and which are linked as by links
' ‘F2 to a ring 13 fast in the stub shaft 55.
Com
panion links it connect the balls ‘I! with a slip
ring ‘it dovetailedto a non-rotary guide ring ‘it
to which is secured the other end of the tube 58
previously referred to. Fly-ball action of the
main and auxiliary governors 50, ‘Ill, respectively,
being identical due to proportioning of the fly
balls but opposite by reason of the opposed action
ings 92, 33 at the ends of said housing, and simi
50
larly cam rod 85 may extend through a bearing
96 in one wall of the housing. -I further propose
to mount in the housing wall a'ball joint 95
through which yoked rod 66 extends, such form
of joint permitting tilt of the rod 66 about the
center of the ball of the joint and at the same
time permitting axial movement of said rod. The
provision of such a sealed joint also serves to ex
thereof at the same car speed, results in the main ' clude dust and dirt from the interior of the hous
governor being loaded by the action of fly-balls
‘ll being transmitted through tube 58 to vary the
compression of spring 6| in accordance with
speed conditions. Thus, under normal pedal ac
tuation, the auxiliary governor constantly setsv
the compression of spring 6! so that the main
governor setting is the speed existing at any mo
ment.
'
Considering now the mechanism for causing
the auxiliary or speed setting governor ‘m to set
70 the governor 58 at the speed obtaining at the in=
stant of change-over, reference is made to Figs.
1, 6 and 9, and to the‘ previous description of the
axial movement relative to rod l8o given the clutch
rod 30 as pedal i is tilted. I utilize such axial
75 movement to cause rotation of the telescoping
ing.
'
-
The operation of my regulating system will
now be described generally. If manual regula
tion is desired, the operator depresses pedal-‘I as
usual, such depressing tube‘. l3, rod i8 and rod 35
clutched thereto, and actuating bell crank '31 and 65
push rod 38. During such manual regulation,
governors 58, it may act normally in response to
vehicle speed, with governor ‘l0 acting to con
stantly set governor 59 at the speed at which the
vehicle is traveling. If the operator has brought
the vehicle to a desired speed, such as forty miles
per hour, and desires to maintain that speed for
a substantial period of time thereafter, the pedal
l- is tilted in a counterclockwise direction and
vheld tilted by a slight pressure of the foot. It 75
4
' 2,108,070
_ being understood that the pedal, prior to tilting,
had been depressed sufiiciently to bring the car to
the 40-mile rate'of speed, the tilting action auto;
matically locks the pedal I in ‘its depressed posi
throttlevalve for actuating the same, automatic 7
means operatively related to the throttle valve
for actuating the same, and means for simul
tion, simultaneously declutches rods I8, 35, and
taneously rendering one of said-means eifective
rotates the telescoping elements It, 8| which in
valve, said last-named means including mecha—
nism continuously adjusting the automatic means
turn rotate cam rod 05. This rotation actuates
the clamp 81 into clutching'engagement with
tube 58, fixes the position of retaining ring or
10 ?ange 82 and consequently ?xes the compression
of spring 6|, it being understood that the ?y
balls 5i and ‘H are in a position de?hed by the
40-mile rate of speed.v Regulation is now eil'ected
wholly through the governor 50, with spring 6|
15 tending to increase the speed if’ the same falls oil,
and the ?y-balls tending to decrease the speed
if the 40-mile rate is exceeded.
If the operator now, desires to return to the
manual or pedal controLhe returns the pedal I
20. to its level position. Such action serves to re
lease the braking shoe 2! whereby the pedal may
be freely actuated in a fore and aft direction, and
also clutches the rod 18 to rod 35 to bring the
push rod 38 under the control of the pedal. The
25 leveling of the pedal also acts to actuate the
clutch rod 30 in an axially upward direction
relative to rod I8 -and thus rotates the telescop
ing elements 80, ll. Such rotation causes the
cam 86 to spread the spring clamp 81 and release
30 the tube 58 so that it may move in response to
?y-ball action of governor 10. Consequently,
governor ‘Ill now is operative to load the spring
SI and set governor III at the speed at which the
vehicle is traveling as determined by the manu
ally operable pedal I.
~
'
and the other means ineffective to actuate said
to speeds developed by said engine when said
valve is actuated by said manual means.
'
2. In an apparatus of the character described, I.
the
ply
ply
the
combination of a vehicle engine, a fuel sup
line thereto, a throttle valve in the fuel sup
line, manual means operatively related to
throttle valve for actuating the same, auto
matic means operatively related to the throttle
valve for actuating the same, and means for
if
selectively rendering one of said means ineffective
to actuate the throttle valve, said last-named, _
means being operable upon actuation to render
the other means effective to actuate the throttle
valve and including mechanism continuously ad
justing said automatic means to speeds developed
by said engine whensaid valve is actuated by
said manual means;
~
g
3. In an apparatus of .the character described, 25
the combination of a vehicle engine, a'fuel supply
line thereto, a throttle valve in the fuel supply
line, manual means operatively related to the
throttle valve for actuating the .same, automatic
means operatively related to the’throttle valve for 30
actuating the same, adjusting mechanism asso
ciated with said automatic‘ means for adjusting
continuously said automatic means to speeds
developed by said engine when the valve is ac
tuated by said manual means, one of said means
The above-described system. of speed control is being normally eifective to actuate the throttle 35
~simple and e?lclent in operation and can be valve, and means including said mechanism for
readily installed on all cars of present-day make (rendering said one means ineffective and simul
and design. While having a high i degree vof taneously therewith ,for ‘ rendering the- other
40 utility as applied to a motor vehicle not utilizing ‘means effective to actuate the valve.
40
free-wheeling principles and the like, it is also '
4. In an apparatus of the character described,
adaptable to vehicles utilizing free-wheeling as the combination of a vehicle engine, a fuel supply
the governor arrangement aforesaid functions to ' line thereto, a throttle valve in the fuel supply
reduce engine speed to idling when the car coasts line, manual means connected to said valve and
faster than set speed and brings the engine back normally e?'ective to actuate the same; automatic
up to speed when the ‘car slows down below set means connected to said valve and normally in
speed, all without the attention of the driver. e?ective to actuate the same, adjusting mech
The system above described is further one that is anism associated with said automatic means for
capableof inexpensive fabrication and applica-_,7 adjusting continuously said automatic means to
speeds developed by said engine when the valve
It will be understood that the above described is actuated by said manual means, means for
system is one capable of modification and sub
rendering said manual means ineilective to ac
stitution without departing from. the spirit and tuate said valve,‘ and means responsive to the ac
scope of the present invention, and all such modi
tuation of said last-named means for interrupt- .
?cations and substitutions,v as would bediscernible ing actuation of said adjusting mechanism where
to one skilled in the art, are intended to be em- by to render said automatic means eifective to
braced within‘ ‘the scope ofsthe present disclosure. ' actuate said valve.
I
So also, it will be understood that the herein de
5. In a system of speed regulation for motor
scribed system of regulation and control has ap
vehicles having ‘a fuel supply line to the engine
60 plication to driving motors and engines generally,
thereof and a throttle valve in the fuel supply 00
and is broader in its ‘application than to the line, the combination of operator controlled
regulation of the speed of automotive vehicles means operatively related to said valve for ac
driven by engines of the internal combustion type. tuating the same, speed governor means opera
As many changes could be made in carrying tively related to said valve for actuating the
out the above constructions without departing same, means under the control of the operator
from the scope of the invention, it is intended for selectively rendering one of said means ef
that all matter contained in the above description fective and the other means ineffective to control
or shown in the accompanying drawings shall said valve, and means continuously adjusting'the
be interpreted as illustrative and not in a limiting setting of=the speed governor means to corre
sense.
'
tion.
I claim:
.
,
_
‘
1. In an apparatus of the character described, the combination of a vehicle engine, a fuel supply
spond to speeds developed by said engine when
said-valve is actuatedby said operator controlled
means.
'
'-
_
6.‘ In a system of speed regulation for motor
‘line thereto, a throttle valve in the fuel supply vehicles having a fuel supply line to the engine
75 line, manual means operatively related
said‘ thereof and a throttle valve in the fuel supply
to
“*5
2, 108,970
line, the combination of operator controlled
varying rates of speed developed by said engine,
means‘operatively related to the valve for ac
tuating the same, speed, governor means oper
atively related to the valve for actuating the
rate of speed within the range of speed rates de
same, one of said means being normally effective
to actuate said valve, means for rendering said
and means for setting the governor to a ?xed
veloped by said engine.
'
12. In a system of speed regulation, the com- I
bination of a governor connected in controlling
relation to an engine or the like, means oper
means effective to actuate said valve, and means ' ative to adjust continuously the governor in ac-.
last-named means ine?ective and the other
continuously adjusting the setting of the speed
governor means to correspond to speeds developed '
cordance with varying rates of speed developed
by said engine, means operative to set the gov 10
by said engine when said valve is actuated by said - ernor to function at a fixed rate of speed within '
the range of speed rates developed by said en
operator controlled means.
7. In a‘system of speed regulation for motor gine, and means for selectively rendering one [of I
vehicles having a fuel supply line to the engine
15 thereof and a throttle valve in the fuel supply
line, a manually actuable element connected to
the valve and normally effective to actuate the
same, a speed governor connected to the valve,
means continuously adjusting the setting of the
20 governor to correspond to speeds developed by
said engine when said valve is actuated by said
element whereby said governor is normally in
effective to actuate the valve, and means for
rendering the element and said adjusting means
25 ineffective and the speed governor effective vto
actuate the valve.
8. In a system of speed regulation for motor
vehicles having‘ a fuel supply line to the engine
thereof and a throttle valve in the fuel supply
30 line, a manually actuable element connected with
the valve and normally e?ective to actuate the
same, a speed governor connected with the valve
but normally ineffective to actuate the same, and
means for rendering said element ineffective and
35 for rendering the speed governor effective to
actuate the valve, said means being operative at
any position of actuation of the element as de
termined by the operator.
9. In a system of speed regulation for motor
vehicles having a fuel supply line to the engine
thereof and a throttle valve in the fuel supply
line, a manually actuable element connected with
the valve and normally effective to actuate the
same, a speed governor connected with the valve,
means for continuously adjusting the speed gov
45 ernor setting to correspond to vehicle speeds de
veloped by the engine under control of the man
ually actuable element, whereby said speed gov
ernor is normally ineffective to actuate said valve,
and means for rendering said element and said
50 adjusting means ineffective whereby to render
the speed governor effective to actuate the valve.
10. ‘In a system of speed regulation for motor
vehicles having a fuel supply line to the engine
thereof and a throttle valve in the fuel supply
line, a manually actuable element connected with
the valve and normally effective to actuate the
same, a speed governor connected with the valve,
means for continuously adjusting the speed gov
ernor setting to correspond to’ vehicle speeds de-~
60
55
veloped by the engine under the control of said
manually actuable element, whereby said speed
governor is normally ineifective to actuate the
valve, means to render said manually actuable
element
ineffective to actuate the valve'and at
65
the same time to render said adjusting means
inoperative, and means responsive to the actu
ation of ‘said last-named means for adjusting
the governor to a ?xed rate of speed correspond- _
70 ing to the vehicle speed obtaining at the instant
of change-over.
11. In a system of speed regulation, the com
bination of a governor‘ connected in controlling
relation to an engine or the like, means contin
75 uously setting the govemor in accordance with
said means effective.
13. In a system of speed regulation, the com- "
bination of a, governor arranged in controlling
relation to an engine or the like, means for ad
justing the governor in accordance with varying
rates of speed developed by said ‘engine, and
means for interruptingsuch adjustment and si 20
multaneously therewith for adjusting the gov
ernor to a, determined ?xed rate of speed within
the range of speed rates developed by said engine.
14. In a system of speed regulation, the com
bination of a governor arranged in controlling
relation to an engine or the like, an auxiliary gov
ernor operatively related to said ?rst governor
and adapted normally to adjust the ?rst governor.
in accordance with varying rates of speed de
veloped by said engine, and means for interrupt
ing such adjustment function of the auxiliary
governor and simultaneously adjusting said ?rst
governor to a determined rate of speed within
the range of speed rates developed by said en
gine.
,
35
15. In a system of speed regulation, the com
bination of a governor arranged in controlling
relation to an engine or the like, an auxiliaryv
governor normally opposing said main governor
and operative to adjust the main governor in
accordance‘with varying rates of speed developed
by said engine, and means operative at will to
render said auxiliary governor inoperative for
such adjustment, .and simultaneously to adjust
said main governor to a ?xed rate of speed with
in the range of speed rates developed by said en
45
gine.
16. In a system of speed regulation, the com
bination of an» engine or the like, manual means
normally operative to control the same, a gov 50
ernor in controlling relation to the engine, means
continuously adjusting said governor to the vary
ing rates of speed developed by said engine under
said manual control, and means for changing
over from the manual to the governor control, 55
said last-named means being operative to ren
der the adjusting means inoperative.
1'7. In a system of speed regulation, the com
bination of an engine of the like, manual means
normally operative to control the same, a gov 60,
ernor in controlling relation to the engine, means
for adjusting said governor to the varying rates
of speed developed by said engine under said
manual control, and means for changing over
from the manual to the governor control, said 65
lastmamed means being operative to render the
adjusting means inoperative, and to adjust the
main governor to a fixed rate of speed corre
sponding to the rate obtaining at the instant of
change-over.
70
18. In a system, of speed regulation, (the com
bination of an engine or the like, manual means
normally operative to control the same, a gov
ernor for controlling the same, means contin
uously adjusting the governor in accordance with 75
1
8,108,970
the varyingrates of speed developed by said en
gine or the like under said manual control,'means
"for changing over from the manual to the gov
ernor control means, said last-named means be
ing operative to render said adjusting means in
operative and to adjust the governor to a ?xed
rate of speed which corresponds to the speed rate
obtaining at the instant of change-over.
19. In a system of speed regulation, the com
bination of an engine ‘or the like, manual means
normally operative to control the same, a main
‘governor for controlling the same, an auxil
iary governor normally opposing controlling ac
tion of said main governor, and means for dis-v
connecting said manual control means from and
simultaneously therewith for establishing the
main governor in controlling relation to said
' engine, and means responsive to actuation of said
last-named means to set the main governor to
_
the rate or speed obtaining at the instant of dis- a
connection of said manual control means.
20. In a system of speed regulation, the com
bination of an engine or the like, manual means‘
normally operative to control the same, a main 6
governor for controlling the same, an auxiliary
governor normally adjusting the main ‘governor
speed setting to correspond to varying speeds de- 1.
veloped by the engine under the control of said
manual means, means for disconnecting the man 10
ual means from controlling relation with the
engine, and means responsive to said last-named
means to set the auxiliary governor at the rate v
of speed obtaining at the instant of disconnec
tion 01' the manual control means, whereby to 15
adjust the main governor to the aforesaid ‘rate ,
of speed.
'
v
EDWARD G. MCKINNEY.
Документ
Категория
Без категории
Просмотров
0
Размер файла
1 120 Кб
Теги
1/--страниц
Пожаловаться на содержимое документа